WO2018207853A1

WO2018207853A1 - Vehicle control device and vehicle control method

Info

Publication number: WO2018207853A1
Application number: PCT/JP2018/018033
Authority: WO
Inventors: 達也大島; 西村　伸之
Original assignee: いすゞ自動車株式会社
Priority date: 2017-05-12
Filing date: 2018-05-10
Publication date: 2018-11-15
Also published as: JP2018194043A; CN110651139B; CN110651139A; DE112018002472T5; JP6953780B2; US10975961B2; US20200096098A1

Abstract

This vehicle control device 10 is provided with: a current gear stage selection unit 13 which, on the basis of the travel resistance of the vehicle, selects a current gear stage, which is the gear stage of the vehicle in the current travel segment where the vehicle is traveling; a next gear stage selection unit 16 which selects a next gear stage, which will be the gear stage of the vehicle in the next travel segment, forwards in the travel direction of the vehicle, having a road slope different from that of the current travel segment; and a shift control unit 17 which, if during travel of the vehicle in the current travel segment in the current gear stage, the current gear stage selection unit 13 has newly selected a target gear stage higher than the next gear stage, controls shifting such that upshifting from the current gear stage to the target gear stage is suppressed and the current gear stage is maintained. If, in a state in which upshifting is suppressed, the engine rotation speed reaches or exceeds a prescribed value during travel in the current travel segment, the shift control unit 17 controls shifting so as to upshift to the target gear stage without suppression of upshifting.

Description

Vehicle control apparatus and vehicle control method

The present disclosure relates to a vehicle control device and a vehicle control method for controlling a vehicle.

Based on road information on a travel route from the current position of the vehicle to a target position and a driving force of the vehicle on the travel route, a technology for setting a shift schedule that minimizes fuel consumption in the travel route has been proposed. (For example, refer to Patent Document 1).

Japanese Laid-Open Patent Publication No. 9-21457

However, when shifting control is performed based on the driving force of the vehicle, depending on the state of the travel route, it is possible to shift up and down immediately. If the gears are changed frequently while the vehicle is running, the driver may feel uncomfortable in some cases.

Therefore, the present disclosure has been made in view of these points, and an object of the present disclosure is to provide a vehicle control device and a vehicle control method that can reduce the uncomfortable feeling of a driver driving the vehicle.

A vehicle control device according to a first aspect of the present disclosure includes a current gear stage selection unit that selects a current gear stage that is a gear stage of the vehicle in a current travel section in which the vehicle is traveling based on a travel resistance of the vehicle; A preceding gear stage selection unit that selects a preceding gear stage that is a gear stage of the vehicle in a preceding traveling section that is a traveling section having a road gradient different from that of the current traveling section and is ahead of the traveling direction of the vehicle; When the vehicle is traveling in the current travel section at the current gear stage, and the current gear stage selection unit newly selects a target gear stage that is higher than the preceding gear stage, the target gear stage is selected from the current gear stage. A shift control unit that controls the shift so as to suppress the shift up to the gear stage and maintain the current gear stage, and the shift control unit is configured to suppress the shift up and the current traveling section. The engine speed is a predetermined value while driving With estimated to above, it controls the shift to shift up to the target gear stage does not suppress the shift-up.

The shift control unit controls the shift so as to shift up to the target gear without suppressing the shift up when the engine speed is estimated to be equal to or greater than a predetermined value at the end point of the current travel section. Also good.

The shift control unit estimates a stall amount of the vehicle when traveling in the preceding travel section at the target gear stage, and suppresses the shift up when it is determined that the stall amount is equal to or less than a predetermined threshold. Instead, the shift may be controlled to shift up to the target gear stage.

For example, the shift limiting unit sets the predetermined threshold value for the stall amount when the vehicle speed is high, and the predetermined threshold value for the stall amount that is larger than the predetermined threshold value for the stall amount when the vehicle speed is low. To decide.

A vehicle control method according to a second aspect of the present disclosure is a vehicle control method for a vehicle including a control unit, and the method causes the control unit to The step of selecting the current gear stage, which is the gear stage of the vehicle in the travel section, and the travel section having a road gradient different from that of the current travel section, the vehicle in the preceding travel section in front of the traveling direction of the vehicle. A step of selecting a target gear that is a gear step, and a step of selecting the current gear step while the vehicle is traveling in the current traveling section at the current gear step are higher than the target gear. Controlling the shift to suppress the shift-up from the current gear stage to the target gear stage and maintain the current gear stage when a new stage is selected. Step, Schiff When the engine speed during running the current running section in a state that suppresses up to estimated that more than a predetermined value, controls the shift to shift up to the target gear stage does not suppress the shift-up.

According to the present disclosure, it is possible to reduce the uncomfortable feeling of the driver driving the vehicle.

FIG. 1 is a diagram for explaining an outline of a vehicle according to an embodiment. FIG. 2 is a diagram schematically illustrating an internal configuration of the vehicle according to the embodiment. FIG. 3 is a diagram schematically illustrating a functional configuration of the vehicle control device according to the embodiment. FIG. 4 is a flowchart of a process in which the shift control unit controls the shift based on the engine speed. FIG. 5 is a flowchart of a process in which the shift control unit controls the shift based on the vehicle stall amount.

<Outline of the embodiment>
FIG. 1 is a diagram for explaining an outline of a vehicle V according to the embodiment. With reference to FIG. 1, the outline | summary of the vehicle V which concerns on embodiment is described. The vehicle V according to the embodiment is a large vehicle having an engine such as a diesel engine as a driving force.

In recent years, an arithmetic unit such as an ECU (Electronic Control Unit) installed in a vehicle as a vehicle control device automatically adjusts the gear stage of the transmission so that the vehicle can overcome the running resistance and improve the fuel efficiency of the vehicle. The choice in is widely done. As will be described in detail later, the gear stage in the vehicle is selected by selecting a gear stage that improves the fuel efficiency of the vehicle from among the gear stages that can generate torque that overcomes the running resistance of the vehicle with reference to the equi-fuel consumption map of the engine. .

During vehicle travel, vehicle acceleration is proportional to the amount of vehicle driving force minus vehicle travel resistance, and inversely proportional to vehicle weight. Therefore, the ECU mounted on the vehicle estimates the running resistance of the vehicle from the driving force of the vehicle, the weight of the vehicle, and the acceleration of the vehicle, and selects a gear that can generate torque that overcomes the running resistance. However, when the ECU estimates the running resistance using the acceleration of the vehicle, the ECU can estimate the running resistance of the vehicle at the current running position, but travels at a position ahead of the current running position. Resistance cannot be estimated.

Therefore, the ECU of the vehicle V according to the embodiment estimates the running resistance at the previous position by acquiring the gradient information of the road ahead of the current running position. Hereinafter, an outline of a method in which the vehicle V according to the embodiment acquires gradient information and estimates the running resistance at the previous position will be described.

The vehicle V according to the embodiment has a satellite navigation function that acquires position information indicating the current position of the vehicle V based on information received from the navigation satellite. Moreover, the vehicle V holds the gradient information of the road on which the vehicle V travels. The vehicle V may be provided with an autonomous navigation function that acquires the current position of the vehicle V based on the output value of an acceleration sensor or the like without using the reception information from the navigation satellite.

The ECU of the vehicle V prefetches road gradient information that the vehicle V will travel in the near future based on the road gradient information and the position information of the vehicle V. In FIG. 1, a vehicle V travels in a “current travel section” starting at a point A and ending at a point B. In the example shown in FIG. 1, the road on which the vehicle V is traveling has an upward slope of a certain level or more in a “previous travel section” starting at the point B and ending at the point C. The “previous travel section” is a travel section having a different road gradient from the current travel section in which the vehicle V is currently traveling, and is a travel section ahead of the traveling direction of the vehicle V.

The gradient information of the pre-travel section pre-read by the ECU is determined from the gradient information held by the vehicle V and the position information of the vehicle V. The running resistance of the vehicle V is dominated by gradient resistance, air resistance, and rolling resistance. Of these, the gradient resistance can be estimated. Thus, the ECU can estimate the running resistance of the previous running section.

The vehicle V shifts up from the current gear stage that is currently running to a higher gear stage than the current gear stage that is currently running and capable of high fuel consumption while traveling in the current travel section. Subsequently, when the vehicle V enters the preceding traveling section that is an ascending slope, the vehicle V shifts to a lower preceding gear stage for traveling in the preceding traveling section that can generate torque that overcomes the traveling resistance of the vehicle. At this time, if the interval between the up-shifting and the down-shifting performed by the vehicle V is short, frequent shift changes are made, which may give a driver a sense of discomfort.

Therefore, when the vehicle V according to the embodiment performs a shift up, the vehicle V selects a pre-gear stage for traveling in the pre-travel section based on the pre-read gradient information of the pre-travel section, and the optimum in the current travel section If the gear stage (the gear stage capable of high fuel efficiency travel in the current travel section) is a higher gear than the previous gear stage for traveling in the previous travel section, the shift up to the optimum gear stage is suppressed. As a result, the uncomfortable feeling given to the driver can be reduced. In addition, since the vehicle V according to the embodiment can reduce frequent shift changes, it is possible to prevent the fuel consumption of the vehicle V from deteriorating due to a change in the engine speed associated with the shift change.

<Configuration of vehicle according to embodiment>
The internal configuration of the vehicle V according to the embodiment will be described with reference to FIG. FIG. 2 is a diagram schematically showing the internal configuration of the vehicle V according to the embodiment. A vehicle V according to the embodiment includes an engine 1, a transmission 2, a GPS (Global Positioning System) sensor 3, a weight sensor 4, a speed sensor 5, an accelerator opening sensor 6, and a vehicle control device 10 as an ECU.

The vehicle V is a large vehicle that uses the engine 1 such as a diesel engine as a driving force, and is particularly a vehicle equipped with an auto cruise mode. The transmission 2 transmits the rotational driving force of the engine 1 to driving wheels (not shown) of the vehicle V. The transmission 2 includes a plurality of gears for converting the rotational driving force of the engine 1. In the present embodiment, it is assumed that the transmission 2 includes 1 to 12 forward gears and reverse gears.

Here, “auto-cruise mode” in the vehicle V means that the engine 1 and the transmission 2 and the like are controlled by the ECU so as to maintain the preset vehicle speed of the vehicle V without the driver operating the accelerator or the shift lever. A mode that is automatically controlled. The auto-cruise mode is mainly assumed to be used when the vehicle V travels on a highway. When the vehicle V travels on a highway with a small gradient, if the gear of the transmission 2 is selected to be 12 gears or 11 gears, it often contributes to improving the fuel consumption of the vehicle V.

The GPS sensor 3 acquires the position of the GPS sensor 3, that is, the position of the vehicle V on which the GPS sensor 3 is mounted, by receiving and analyzing radio waves transmitted from a plurality of navigation satellites. The GPS sensor 3 outputs information indicating the position of the vehicle V to the vehicle control device 10.

The weight sensor 4 acquires the total weight of the vehicle V. Specifically, the weight sensor 4 measures the weight of the load of the vehicle V, and acquires the total weight of the vehicle V by adding the measured load and the weight of the vehicle V alone excluding the load. The weight sensor 4 outputs information indicating the total weight of the vehicle V to the vehicle control device 10.

Speed sensor 5 measures the vehicle speed of vehicle V. The speed sensor 5 outputs information indicating the measured vehicle speed to the vehicle control device 10. The accelerator opening sensor 6 measures the accelerator opening that is the amount of depression of the accelerator pedal by the driver of the vehicle V. The accelerator opening sensor 6 outputs information indicating the accelerator opening to the vehicle control device 10.

The vehicle control device 10 acquires information from each sensor described above, and controls the amount of fuel supplied to the cylinder in the engine 1 and the gear stage of the transmission 2 based on the acquired information. When the vehicle V is in the auto cruise mode, the vehicle control device 10 controls the engine 1 and the transmission 2 so that the vehicle V travels while maintaining the set speed. Further, the vehicle control device 10 is configured so that the speed of the vehicle V does not exceed the set upper limit speed when a speed limit device (Speed Device: SLD) (not shown) of the vehicle V is operating. And the transmission 2 is controlled.

FIG. 3 is a diagram schematically illustrating a functional configuration of the vehicle control device 10 according to the embodiment. The vehicle control device 10 according to the embodiment includes a storage unit 11 and a control unit 12.

The storage unit 11 is, for example, a ROM (Read Only Memory) or a RAM (Random Access Memory). The storage unit 11 stores various programs for causing the control unit 12 to function. Moreover, the memory | storage part 11 may memorize | store map information and may store the information which shows the road gradient of a road. Furthermore, the storage unit 11 may store a travel performance diagram of the vehicle V.

The control unit 12 is a computing resource including a processor such as a CPU (Central Processing Unit) (not shown). The control unit 12 executes a program stored in the storage unit 11 to thereby execute a current gear stage selection unit 13, a road gradient acquisition unit 14, a travel section determination unit 15, a previous gear stage selection unit 16, and a shift control unit. 17 functions are realized.

The current gear stage selection unit 13 selects the current gear stage that is the gear stage of the transmission 2 in the section in which the vehicle V is traveling based on the estimated value of the running resistance of the vehicle V on the road on which the vehicle V is traveling. . The running resistance is calculated based on the rolling resistance of the driving wheels of the vehicle V, the air resistance of the vehicle V, and the gradient resistance.

Here, the current gear stage selection unit 13 determines, for example, the driving force calculated from the output torque of the engine 1, the speed of the vehicle V measured by the speed sensor 5, and the total weight of the vehicle V acquired by the weight sensor 4. The running resistance is calculated based on this, but is not limited to this. The current gear stage selection unit 13 calculates travel resistance based on the road gradient on the road on which the vehicle V is traveling, which is acquired by the road gradient acquisition unit 14 and the total weight of the vehicle V that is acquired by the weight sensor 4. Also good.

The current gear stage selection unit 13 refers to the travel performance diagram of the vehicle V stored in the storage unit 11 so that the driving force of the vehicle V at the current speed of the vehicle V is the travel of the vehicle V in the current travel state. The current gear is selected so that it is greater than the resistance.

The road gradient acquisition unit 14 acquires the road gradient on the road on which the vehicle is traveling. For example, the road gradient acquisition unit 14 calculates the road gradient on the road on which the vehicle V is traveling based on the information indicating the position of the vehicle V acquired from the GPS sensor 3 and the map information stored in the storage unit 11. get.

The traveling section determination unit 15 determines a traveling section having a road gradient different from that of the current traveling section in which the vehicle V is currently traveling and ahead of the traveling direction of the vehicle V. For example, the travel section determination unit 15 determines the previous travel section based on the road gradient acquired by the road gradient acquisition unit 14 so that the road gradient becomes substantially constant.

The first gear stage selection unit 16 selects the first gear stage that is the gear stage of the vehicle V in the previous traveling section. For example, the previous gear stage selection unit 16 selects the previous gear stage that is the gear stage of the transmission 2 in the previous travel section based on the road gradient in the previous travel section and the speed of the vehicle V. Specifically, first, the preceding gear stage selection unit 16 estimates the traveling resistance of the vehicle V in the preceding traveling section based on the road gradient in the preceding traveling section, the speed of the vehicle V, and the weight of the vehicle V. The front gear stage selection unit 16 refers to the travel performance diagram of the vehicle V so that the driving force of the vehicle V at the current speed of the vehicle V is greater than the travel resistance of the vehicle V in the previous travel section. Select a stage.

The shift control unit 17 controls the shift of the gear stage of the transmission 2 based on the current gear stage selected by the current gear stage selection part 13 and the previous gear stage selected by the previous gear stage selection part 16. Note that if the shift control unit 17 shifts up from the current gear stage to the target gear stage and immediately downshifts to the previous gear stage, the shift control is frequently performed, so that the driver may feel uncomfortable. Therefore, the shift control unit 17 controls the shift so that frequent shift changes are not performed. Specifically, the shift control unit 17 is when the current gear stage selection unit 13 newly selects a higher target gear stage than the previous gear stage while the vehicle V is traveling in the current traveling section at the current gear stage. Further, the shift of the gear stage of the transmission 2 is controlled so as to suppress the shift up from the current gear stage to the target gear stage and maintain the current gear stage.

The shift control unit 17 may suppress the shift up based on the travel distance or travel time from the current travel position in the current travel section to the end point of the current travel section. Specifically, the shift control unit 17 suppresses upshifting when the travel distance is equal to or less than a predetermined travel distance or equal to or less than a predetermined travel time.

Here, the “predetermined travel distance” is referred to in order for the shift control unit 17 to determine whether or not to shift up the gear stage of the transmission 2 from the current gear stage to the target gear stage in the current travel section. Shift-up criterion threshold distance ”. The specific value of the shift-up determination reference threshold distance may be determined by experiment in consideration of road gradient information on which the vehicle V is supposed to travel, the performance of the engine 1 provided in the vehicle V, and the like. For example, 1.5 kilometers. This is the distance that the vehicle V traveling at 90 km / h travels in one minute. Thereby, the shift control unit 17 can suppress the driver of the vehicle V from feeling a shift busy feeling due to repeated shifting in a short time. The shift-up determination reference threshold distance is stored in the storage unit 11.

Here, the “predetermined travel time” is referred to in order for the shift control unit 17 to determine whether or not to shift up the gear of the transmission 2 from the current gear to the target gear in the current travel section. Shift-up determination reference threshold time ”. The specific value of the shift-up determination reference threshold time may be determined by experiment in consideration of road gradient information on which the vehicle V is supposed to travel, the performance of the engine 1 provided in the vehicle V, and the like. For example, 1 minute. Thereby, the shift control unit 17 can suppress the driver of the vehicle V from feeling a shift busy feeling due to repeated shifting in a short time. The shift-up determination reference threshold time is stored in the storage unit 11.

The shift control unit 17 may shift up without suppressing the shift up, even when the shift up is suppressed, when a predetermined condition is satisfied. Hereinafter, the case where the shift control unit 17 shifts up without suppressing the shift up will be specifically described. In the following description, it is assumed that the vehicle V is traveling in the current traveling section with 11 gear stages, but the gear stage is not particularly limited.

(When the engine speed exceeds the specified value)
If the shift control unit 17 estimates that the engine speed of the engine 1 is equal to or greater than a predetermined value while traveling in the current travel section while suppressing the upshift, the shift control unit 17 shifts up to the target gear stage without suppressing the upshift. To control the shift. By doing in this way, since the shift control part 17 can perform upshifting before an engine is inflated, it can reduce the uncomfortable feeling of the driver who drives a vehicle.

Hereinafter, a method in which the shift control unit 17 estimates the engine speed during traveling in the current traveling section will be described. First, the shift control unit 17 acquires the gradient information of the current travel section stored in the storage unit 11 and calculates the travel resistance in the current travel section. Next, the shift control unit 17 calculates the acceleration of the vehicle V based on the difference between the driving force at the current gear stage and the running resistance. Subsequently, the shift control unit 17 calculates a predicted speed during traveling in the current travel section using the calculated acceleration. Then, the shift control unit 17 estimates the rotational speed of the engine during traveling in the current traveling section based on the predicted speed and the current gear stage.

Here, the “predetermined value” of the engine speed is the “shift-up determination reference rotation” that is referred to by the shift control unit 17 to determine whether or not to shift up to the target gear stage during traveling. Number ". This shift-up determination reference rotational speed may be determined in consideration of the performance of the engine 1 or the like, but may be determined based on, for example, an upper limit (so-called rev limit) of the rotational speed provided to the engine 1. When the rev limit of the engine 1 is 2000 rpm, the shift-up determination reference rotational speed is 1500 rpm, for example, but is not limited thereto. By doing in this way, the shift control part 17 can make the transmission 2 perform a shift-up before the engine 1 is inflated.

The shift control unit 17 may control the shift so as to shift up to the target gear without suppressing the shift up when it is estimated that the engine speed is equal to or greater than a predetermined value at the end point of the current travel section. Good. By doing so, the shift control unit 17 only needs to estimate the engine speed at the end point of the current travel section, so that the calculation amount of the shift control unit 17 can be reduced.

Hereinafter, a process in which the shift control unit 17 controls the shift based on the engine speed will be described. FIG. 4 is a flowchart of a process in which the shift control unit 17 controls the shift based on the engine speed.

First, the current gear stage selection unit 13 selects a new target gear stage (S1). Subsequently, the previous gear selection unit 16 selects the previous gear (S2). Then, the shift control unit 17 determines whether or not the target gear is a gear higher than the previous gear (S3).

When the shift control unit 17 determines that the target gear stage is the same gear stage as the previous gear stage or a lower gear stage (No in S3), the shift control unit 17 sets the gear stage of the transmission 2 so as to be the target gear stage. The shift is controlled (S4). Specifically, when the target gear stage is the same 12 gear stages as the preceding gear stage, the shift control unit 17 shifts up from the current gear stage 11 to the target gear stage 12. The shift of the gear stage of the transmission 2 is controlled. When the target gear stage is 10 gear stages lower than the previous gear stage, the shift control unit 17 shifts the transmission so as to shift down from the current gear stage 11 to the target gear stage 10. Controls the shift of the second gear stage.

If the shift control unit 17 determines that the target gear stage is a gear stage higher than the previous gear stage (Yes in S3), the road gradient of the current travel section stored in the storage unit 11, the speed of the vehicle V, and Based on the above, the engine speed during traveling in the current traveling section is estimated (S5). The shift control unit 17 determines whether or not the estimated engine speed is equal to or greater than a predetermined value (S6).

When it is determined that the engine speed is equal to or higher than the predetermined value (Yes in S6), the shift control unit 17 controls the shift of the gear stage of the transmission 2 so as to shift up to the target gear stage without suppressing the shift up. (S7). Specifically, when the shift control unit 17 determines that the engine speed is equal to or higher than a predetermined value, the gear of the transmission 2 is shifted up from the current gear stage 11 to the target gear stage 12. Control stage shift. When it is determined that the engine speed is less than the predetermined value (No in S6), the shift control unit 17 controls the shift so as to suppress the shift up and maintain the current gear (S8). Specifically, when the shift control unit 17 determines that the target gear stage is 12 gear stages higher than the 11th stage that is the previous gear stage, the shift stage 17 maintains the 11th stage that is the current gear stage.

(When the amount of decrease in vehicle speed falls below a predetermined threshold)
The shift control unit 17 estimates a stall amount that is a decrease in the speed of the vehicle when traveling in the preceding travel section at the target gear stage, and determines that the stall amount is equal to or less than a predetermined threshold value. Shift is controlled so as to shift up to the target gear without being suppressed. The “predetermined threshold value” of the stall amount is a “stall allowable value” that can allow a decrease in the vehicle speed. Further, the allowable stall value may be determined in advance by experiments so that both the fuel consumption of the vehicle V and the uncomfortable feeling given to the driver are compatible, and is, for example, about 10% of the vehicle speed, but is not limited thereto. The stall allowable value is stored in the storage unit 11.

Hereinafter, a process in which the shift control unit 17 controls the shift based on the vehicle stall amount will be described. FIG. 5 is a flowchart of a process in which the shift control unit 17 controls the shift based on the vehicle stall amount.

In the flowchart of FIG. 5, the processing from S1 to S7 is the same as the flowchart of FIG. When it is determined that the engine speed is less than the predetermined value (No in S6), the shift control unit 17 estimates a stall amount when traveling in the previous travel section with the target gear (S10). Specifically, the shift control unit 17 is the amount of decrease in the speed of the vehicle when traveling in the previous travel section at the target gear stage based on the difference between the travel resistance in the previous travel section and the driving force of the vehicle V. A stall amount is estimated (S10). Then, the shift control unit 17 determines whether or not the stall amount is equal to or less than a predetermined threshold (S11).

When it is determined that the stall amount is larger than the predetermined threshold value (No in S11), the shift control unit 17 controls the shift up to be suppressed and the current gear stage is maintained (S12). When the shift control unit 17 determines that the stall amount is equal to or less than the predetermined threshold (Yes in S11), the shift control unit 17 shifts the gear stage of the transmission 2 so as to shift up to the target gear stage without suppressing the upshift. Control (S7). By doing in this way, the shift control part 17 can reduce the driver's uncomfortable feeling because it can make the stall amount equal to or less than a predetermined threshold when traveling in the preceding travel section. Moreover, the shift control part 17 can make the vehicle V perform highly fuel-efficient driving | running | working by shifting up. Further, the shift control unit 17 shifts up while the vehicle V is traveling in the current traveling section, and the speed of the vehicle V is decreased when entering the preceding traveling section having a large gradient resistance such as an uphill road. Even in such a case, the amount of stalling of the vehicle V can be made equal to or less than a predetermined threshold value, so that unnecessary stalling of the vehicle V can be suppressed. *

It should be noted that the driver who drives the vehicle V changes how he / she feels the amount of decrease in the vehicle speed according to the speed of the vehicle V. The driver feels uncomfortable when he feels that the speed of the vehicle V has greatly decreased. For example, when the speed of the vehicle V is high, the driver does not feel that the speed has greatly decreased even if the speed of the vehicle decreases slightly. On the other hand, when the speed of the vehicle V is small, the driver feels that the speed has greatly decreased if the speed of the vehicle decreases even a little.

The shift control unit 17 may determine a predetermined threshold value for the stall amount based on the vehicle speed. For example, the shift control unit 17 determines the predetermined threshold value for the stall amount when the vehicle speed is high as the predetermined threshold value for the stall amount that is greater than the predetermined threshold value for the stall amount when the vehicle speed is low. Specifically, the shift control unit 17 determines a predetermined threshold value based on a predetermined ratio with respect to the vehicle speed. The predetermined ratio is, for example, 10%. The shift control unit 17 determines the predetermined threshold value of the stall amount as 8 km / h when the vehicle speed is 80 km / h, and determines the predetermined threshold value of the stall amount as 6 km / h when the vehicle speed is 60 km / h. To do.

In this way, the shift control unit 17 can determine a predetermined threshold value of the stall amount in consideration of the difference in how the driver feels with respect to the speed of the vehicle V, so that the driver feels uncomfortable. it can. Further, the shift control unit 17 can drive the vehicle with higher fuel consumption.

[Effect of the embodiment]
As described above, if the shift control unit 17 estimates that the engine speed becomes equal to or greater than a predetermined value during traveling in the current travel section while suppressing the shift up, the target gear stage is not suppressed without suppressing the shift up. Control the shift to shift up. In this way, the shift control unit 17 can shift up before the engine 1 is inundated, so that the driver feels uncomfortable and can improve drive feeling.

Although the present disclosure has been described using the embodiment, the technical scope of the present disclosure is not limited to the scope described in the embodiment, and various modifications and changes can be made within the scope of the gist. is there. For example, the specific embodiments of device distribution / integration are not limited to the above-described embodiments, and all or a part of them may be configured to be functionally or physically distributed / integrated in arbitrary units. Can do. In addition, new embodiments generated by any combination of a plurality of embodiments are also included in the embodiments of the present disclosure. The effect of the new embodiment produced by the combination has the effect of the original embodiment.

(Modification)
The vehicle control device 10 may further include a horsepower limiter (not shown) that limits the output horsepower of the engine by controlling the fuel injection amount to the engine 1 according to the accelerator operation of the driver. For example, the horsepower limiting unit limits the output horsepower of the engine based on the running resistance of the vehicle. Specifically, the horsepower limiting unit limits the output horsepower of the engine so that a predetermined marginal driving force is included with respect to the running resistance.

The horsepower limiting unit releases the engine output horsepower limitation when the shift control unit 17 suppresses upshifting. By doing in this way, the horsepower control part can prevent that the speed of a vehicle falls even if it is a case where the vehicle V drive | works the area where driving resistance increases, such as an uphill road. Therefore, the horsepower limiting unit can reduce the driver's uncomfortable feeling and improve the drive feeling.

This application is based on a Japanese patent application (Japanese Patent Application No. 2017-095964) filed on May 12, 2017, the contents of which are incorporated herein by reference.

The present invention has the effect of reducing the uncomfortable feeling of the driver driving the vehicle, and is useful for a vehicle control device, a vehicle control method, and the like.

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 3 GPS sensor 4 Weight sensor 5 Speed sensor 6 Accelerator opening degree sensor 10 Vehicle control apparatus 11 Memory | storage part 12 Control part 13 Current gear stage selection part 14 Road gradient acquisition part 15 Travel area determination part 16 Destination gear stage selection Part 17 Shift control part

Claims

A current gear stage selection unit that selects a current gear stage that is a gear stage of the vehicle in a current travel section in which the vehicle is running based on a running resistance of the vehicle;
A destination gear stage selection unit that selects a destination gear stage that is a gear stage of the vehicle in a destination section where the road gradient is different from the current traveling section and ahead of the traveling direction of the vehicle;
When the vehicle is traveling in the current travel section at the current gear stage, the current gear stage selection unit newly selects a target gear stage that is higher than the previous gear stage. A shift control unit that controls the shift so as to suppress the shift up to the target gear and maintain the current gear,
The shift control unit shifts up to the target gear stage without suppressing the shift up when the engine speed is estimated to be equal to or greater than a predetermined value during traveling in the current travel section while suppressing the shift up. To control the shift,
Vehicle control device.
The shift control unit controls the shift so as to shift up to the target gear without suppressing the shift up when the engine speed is estimated to be equal to or greater than a predetermined value at the end point of the current travel section;
The vehicle control device according to claim 1.
The shift control unit estimates a stall amount of the vehicle when traveling in the preceding travel section at the target gear stage, and suppresses the shift up when it is determined that the stall amount is equal to or less than a predetermined threshold. Control the shift so as to shift up to the target gear without
The vehicle control device according to claim 1 or 2.
The shift control unit determines the predetermined threshold value of the stall amount when the vehicle speed is high as the predetermined threshold value of the stall amount that is larger than the predetermined threshold value of the stall amount when the vehicle speed is low. To
The vehicle control device according to claim 3.
A vehicle control method for a vehicle including a control unit, wherein the method includes the control unit,
Selecting a current gear stage that is a gear stage of the vehicle in a current travel section in which the vehicle is running based on a running resistance of the vehicle;
Selecting a preceding gear stage that is a gear stage of the vehicle in a preceding traveling section that is a traveling section having a road gradient different from that of the current traveling section and is ahead of the traveling direction of the vehicle;
When the vehicle is traveling in the current travel section at the current gear stage, the step of selecting the current gear stage newly selects a target gear stage that is higher than the previous gear stage. Controlling the shift so as to suppress the shift up to the target gear stage and maintain the current gear stage, and
In the control step, if it is estimated that the engine speed exceeds a predetermined value while traveling in the current travel section while suppressing the upshift, the upshift is performed to the target gear without suppressing the upshift. To control the shift,
Vehicle control method.
In the step of controlling the shift, when it is estimated that the engine speed is equal to or greater than a predetermined value at the end point of the current travel section, the shift is controlled to shift up to the target gear without suppressing the shift up. To
The vehicle control method according to claim 5.
In the step of controlling the shift, the vehicle stall amount when the vehicle travels in the preceding travel section at the target gear stage is estimated, and when it is determined that the stall amount is equal to or less than a predetermined threshold, a shift up is performed. Control the shift so as to shift up to the target gear without being suppressed,
The vehicle control method according to claim 5 or 6.
In the step of controlling the shift, the predetermined threshold value of the stall amount when the vehicle speed is high is greater than the predetermined threshold value of the stall amount when the vehicle speed is slow. To decide,
The vehicle control method according to claim 7.